Automatic train-stopping and speed-controlling apparatus



Oct. 4, 1927. 1,643,976

W. A. BROWNE AUTOMATIC TRAIN STOPPING AND SPEED QONTROLLING APPARUS FiledNov. 1. 1922 Sheets-Sheet '1 1,643,976 w A. BROWNE l AUTOMATIC TRAIN STOPPING AND SPEEDCONTROLLING APPARATUS atto: nu,

oct. 4,1921. I 1,643,976l

" w. A. BRowNE,

AUTOMATIC TRAIN STOPPING AND SPEED #ONTROLITING APPARATUS Filed Nov. l. 1922 6 Sheets-Shaft, 3 l

mmm

\ wan una c w. A.BRowNl-:

AUTOMATIC TRAIN STOPPING AlhlD SPEED CONTROLLING APPARATUS 'Filed Nov. .1. 1922 e sheets-sheet 4 '98 .-9.7 w '22 F99 .1 f//////////// 1. H :-i4 .f'@ aQ 0 Inversion" @Hmmm u l 643 976 Oct. 4 w. A. BROWNE 7 l AUTOMATIC TRAIN STOPPING AND SPEED CONTROLLING APPARATUS Fi1ed Nv. 1, 1922 e'sneetssheetfe Patented Oct. 4, 1927.

UNITED STATES PATENT OFFECE.y

'WALTER A. BROVNE, OF WASHTNGTON, DISTRICT OF COLUMBA, ASISIGNOR TO WAR- THEN TRAIN CONTROL CORPORATION. OF XVASHINGTON, DTSTRICT OF COLUMBIA,

A CORPORATION OF DELAWARE.

AUTOMATIC TRAIN-STOPPNG AND SPEED-CONTROLLING APPARATUS.

Application filed November' l'n carrying out the present invention it is my purpose to improve and simplify the general construction ot' auton'iat-ic stopping and speed controlling apparatus for railway trains, and my present invention is in the nature ot an improvement upon the system and apparatus for stopping and controlling the speed ot trains covered byrPatentsNos.

1,090,357, issued March 17, 1914; 1,090,358, lll issued March 17, 1914; 1,090,359, issued lrlarch 17, 1914; 1,090,300, issued March 17,

1914; 1,090,361, issued March 17, 1914;

1,090,362, issued `March 17, 1914; 1,090,363,

issued ll/iarch 17, 1914; 1,090,806, issued f lvlarch 17, 1914; 1,090,807, issued March 17, 1914 and 870,145,.issued November 5, 1907, issued to Harry J. 'Varthen, deceased, and uoiv oivned and` controlled by the lVaii-then Train Control Corporation.

It also my purpose to provide a system for controlling the speed oitl trains under certain conditions `and. for automatically bringing such trains toa standstill under certain other conditions, which may be installed and maintained economically and which will operate efficiently under all conditions.

llith the above recited objects in view,

and others o1' a similar nature,.the invention 1" resides in the construction, combination and arrangement oit parts set forth in and falling Within 'the scope of the appended claims.

ln the accompanying drawings: Figure 1 is a diagrammatic view of our 3f entire train stopping and speed controlling system. i

Figure is an enlarged sectional view through the automatic valve for effecting an application ofthe brakes.

Figure 3 is a tog plan vieiv of the sam Figure 4 is a detail sectional vieiv of-the piston employed in the automatic valve.

Figure 5 is an enlarged vertical sectional view through the car carried shoe and tlie circuit controlling devices connected to such shoe. I 1

Figure 6 is a top plan view of the same. Figure 7 is a horizontal sectional view on the line 7-7 oit Figure 5.

Figure 8 isa top plan view of the reversing switch or directionalswitch.

Figure 9 is a vieiv in side elevation of the A Salle.

1, 1922. `fserau No. 598,285.

lligure 15 is a sectional View through the safety contacts for the ramp rail.

Figure 16 is a vertical sectional View through the ramp rail safety contacts.

Figure 17 is a horizontal sectional view through the same.

In practice, my improved train stopping and speed controlling system may be used in i connection with the usual automatic block signalling system, and 1n the present inand therefore the trackvvay is kdivided into blocks, as shown at A, B and C. On one end of each block is the usual track relay 1 that is connected in circuit With the track battery 2 through the rails of the block; This track relay, in the present instance, is normally energized by the track battery, and when the block is occupied the track battery is short circuited so as to deenergize the re! lay, thereby permitting the apparatus under y stance I have shown the system as so used,

the control of the relay to be actuated to y indicate a danger condition. Located Valong'- side of the track rails in each block is a ramp rail R, and each ramp rail is under the control of Vthe track relay of the preceding block and is connected in a circuit that is energized as long as the track relay is energized and that isopen Whe-n the track relay is deenergized, thereby maintaining the controlled ramp in the same condition'as the relay of the advance block. `Ait the right hand side of Figure 1 of the drawings loe-k loiv the track rails I have shown one form of cont-rolling meansl between the track relay andthe controlled ramp rail R, While at the left hand side. of Figure 1 belowrthe track rails Ihaveshown another form of control between the track relay and the ramp rail.

Referring to the structure at the leftofV Figure 1thesafety contacts for the' ramp rail: R, which arel fully described in, detail hereatter, are connected. .ill Series in the bat- -nected at one end with the ramp R and at its other end with a fixed contact that cooperates with a movable contact carried by an armature 1 that is under the control of the track relay of the advance block. The

armature l is connected to one side of what l term aramp battery 5 and to the other side ofthe ramp battery 5 is connected by means of a conductor G with one line of rails of the block in which the particular ramp rail R is located. maintained by the track relay by means of the armature il, one side of the battery 5 is connected with the track rails of the block and the other side is connected with the ramp rail R, so thatl the apparatus carried by the car may be maintained energized when the car or train is in the particular block and the shoe carried thereby in engagement with the ramp rail R, ascismore fully described hereinafter. Vhe'n, however, the armature 1- isvreleased, incident to the deenergization of the track relay, the holding circuit is broken at the armature and the car carried apparatus deenergized, so as to function.

The apparatus illustrated at the right hand side of Figure 1 of the drawings below the track rails embodies what `I term a ramp relay 7 and a ramp controlled relay S located in each block. The ramp relay 7 in the present instance is under the control of the track relay 1 of the preceding or advance block, and this ramp relay is connected in a circuit 9 that includes a batt-ery 10 andV an armature switch 11 under the control of the track relay. As long as the track relay is energized, current flows from the battery 10 through the armature switch 11 and the relay 7, thereby maintaining the latter energized. `This relay 7 controls an armature switch 12 that is connected in the holding circuit, the trackv portion of which is indicated at 13, and this portion 13 of the holding circuit includes a battery 111 and is terminally connected with the ramp rail R and the ramp `relay armature of the` particular block in which the ramp rail R 'is located. Thus, an electrical potential exists between the track rail land the ramp rail as long as the armature switch12 is maintained closed by the ramp relay 7. rlhe ramp controlled relay 8 is connected in a circuit 15 that includes thebattery 10, and the safety Vcontacts of the ramp ra-ilfR, and this ramp controlled relay 58 that isy connected in circuit -15 that incitar-s ai@ .battery io and the Safety son.:

-.either laterally, vertically or longitudinally, l'the circuit connections at the contact fingers tacit-s 'forAv theranip railA -Rfeontrols an' armature`.swit ch 16-`whic`h is connecte-din series with the circuit of th-e track battery 2 ofthe Thus, as long as the circuit is particular block in which the ramp rail is located. As long as the ramp rail- R is intact and properly positioned, the circuit 15 of the ramp controlled relay 8 is closed, thereby maintaining the switch 16 closed, so that the track battery circuit is closed at the switch 1G. Should, however, the ramp rail become displaced, the circuit 15 will be broken, thereby deenergizing the ramp controlled relay 8 so that the switch 1G may open, and thus break the track battery circuit, thereby deenergizing the track relay of the par icular block, so that the ramp rail underthe control of such track relay will be ldisconnected from its battery. As long as the circuit 9 under the control of the trac-k relay of the advance block is closed at the swich 11, the battery 10 maintains theramp relay 7 energized, so that the ramp rail R is conne'ctedfwith the battery 14. lVhen, however, the track relay of the advance block is deenergized, the circuit of the ramp relay 7 is broken, thereby breaking the electrical connection between the battery 14; and the ramp rail R, so as to d-eenergize the ramp rail.

In the present instance, each ramp rail R' is mounted upon ay suitable foundation. Arranged' alongside of the track and mounted upon an independent foundation to one side of the foundation of the ramp rail is a pedestal 17. Upon the upper end of the pedestal 17 is a suitably constructed housing 18. Arranged within the housing 18 is a horizontal rod 19 that extends through one end of the housing and is connected with thc ramp rail R, as at 20. Bearing upon the rod 19 adjacent to the end of the housing A18 through which the rod projects is the upper end of' a contact finger 21 fastened to a slab 22 of insulatingmaterial that is secured to the bottom wall of the housing. The remaining portion of the rod 19 between the contact linger 21 and the inner end of the rod is covered by a sleeve of insulating material 23, and lencircling the sleeve of insulating lmaterial 23 and insulated from each other by such sleeve and from the rod are conductor rings 24. Bearing against the conductor rings 24 are pairs of Contact fingers 25 and 26 fastened to the slab 22. The contact fingers 26 are connected inthe Vcircuit of the track battery, while the contact 'lingers 25 yrangement'of contact lingers and-the circuit connections it-will be seen that as long as the ramp rail R is in normal position,'the

circuits lare properly maintained, lwhereas in theevent of a displacement of the ram'p'r'ail,

are broken, thereby 'deenergizingthe track leo relay and the controlled ramp relay. rThis structure constitutes the satety contacts tor the ramp rails.

rfhe car Carried mechanism embodies,-

.imong other teaiuies, a means for bring ing about. an application ol the brakes automatically when the ramp rail is disconnect ed from the source of current and the train enters the block of such ramp rail. In the Vpresent instancm this means comprises a easingl Ytermed with a longitudinal bore 29 that is closed at one end ot the casing by an end plate. 3() and that communicates at its other end with a circumferentially enlarged chamber 3l formed in the easing 23. rl`he outer end ot the chamber 3l is closed by an end plate 32 and this end plate 32 is Yit'ormed with a vent port that is normally closed by a valve'34 under the control of an electroresponsive device and normal y held in position to close the port 33 as long as the electro-responsive device is energized. A short d' ance from the end plate 30 the bore :29 is formed with a shoulder 36, mounted within the bore 29 is a piston valve 3T comprising' heads 33 and 39 connected to each other by means ot a stein 40 ot less diameter than the heads 38 and 39. rlhe head 39 is Ytoi-med at its outer end .with an en larg-ed piston head 4l. This piston head 4l tits the chamber 3l, while the heads 38 and 39 .tit the bore and normally the head 33 engages against the shoulder while the piston head 4l engages against the inner 'f' end ot' the chamber 3l, as clearly shown in tormedwith a passage. 44, the outer end ot" which is closed and the inner end of which is normally closed bythe head 39. Threaded into the extension 43 and in communica tion with the passage 44 is a nipple 45 formed on one end of a housine' 4G. Seated tue end of the passage in the nipple 45 that opens into the housing' 46 a valve 47 that normally held against 4its :seat by a eoilet expansion springl 48` one end ot which ei ges the valve while the other the plug' threaded into the t the lions ng; 45.

s also formed with vent openi l50 by means o-rjrvhieli communi-cationniay be es Q /l/l` tabiiehedbetween the passage 44 and the atmosphere when `the -valve 4.7 is `forced'away from its seat against the action oli the 'spring 43, The passage atpointzdiametrically Sli dably' The housingv opposite' to the nipple 45 is formed with an opening 51,` and 'engaging the wall of the opening 5l is a valve 52 normally held seated by a'spring 53 that is interposed between the'valve 52 and a plate 54 that is bolted or otherwise secured to the casting 43 to close the compartment of the valve 52 and spring 53. l 1

55 designates a two-way cut-out cock, the casing 56 of which is formed with diamet rically opposed ports 57 and and with diametrically opposed ports 59 and 60 arranged at right angles to the ports 57 and The port 60 is connected with the train line brai e pipe 61, while the port 59 :is 'connected ,by means of a pipe 62 with the bore 29 between the piston heads 38 and 39 when the piston valve is in normal posit-ion, as in Figure 2 ot' the drawing. The port 5'? is also connected by a pipe 63 with the bore 29' between the headsl 38 and 39, and is always in open communication with such bore. The port 58 is connected by a pipe 64 with the engineers brake valve 65 which7 in turn, is connected to the pipe line 66 with a main air reservoir 67. The plug of thecutout cock is indicated at 68 and in the present instance is equipped at one end'with a handle 69 and is-movable to a position to establish communication between the 4portsGO and 57 and establish communication between the ports 58 and 59. rl'his is the normal position et the plug. The plug is also movable toestablish communication between the ports 60 and 58 and. toebrealt the communication between the ports tirst mentioned'. The handle 69 ol the plug is preferably sealed in either oit' its positions by suitable sealing means 70, as'shown in Figure 3 of the'drawings.

ln the normal position of the cut-out cock, the airI pressure flows from the main reservoir 6? through the pipe 66, engineers bralre valve 65, pipe 64, ports 53 and 59, pipe 652, bore 29 between the piston heads 38 and 39, pipe 63 andports 57 and 60 to the train line thereby giviirg` the Aengineer Acontrol otl the brake pressure in the train line. Tapped into the pipe GGis a pipe, line "El that is connected with the easing` 28 between the head 38 and the end plate 30, so that the air pressure may flow through the luy-paths 42into the chamber 3l, thereby maintaining'the balance valve in normal position as-long" as the port 33 is "elosed Vhenyhowever, the port 33 is ope-n.,

the pressure in the chamber 3l' is released,

thereby permittingl the pressure on the piston head 33to slide the piston valve out ot normal pos1tion,sothat the head 38 may block the pipeA 62 and the head 39 uncover the passage 44. Thus) the engineers brake valve is rendered useless torser ice braking purposes and the train line air pressure escapes through the pipe 63, passage 44 and the nipfple 4'5past` the'valve 4i' to the atmosphere by tot veiit'soi the train line PI'iSSSU@ ,l als unseating the v alve 47 against the action of the spring 48. Thus, a service application of the brakes is brought about. Tapped into the pipe 62 is one end of a branch pipe 72,

the other end of which is tapped into th-e plate 54, as, clearly shown in Figure 2 of the drawings. Thus, should the engineermanipulate his brake valve to effect a further reduction of pressure in the pipe line 61, the air pressure in pipe 72 and on the upper side of valve 52 will be released, thereby permitting such valve to be blown open against the actionof spring 53 by the pressure in the passage 44, so as to bring about an emergency application of the brakes and prevent the release of the brakes.

Mounted upon each side of the locomotive, or tender according to which is found the more practical, is a ramp rail controlled circuit making and breaking device 73, shown in detail in Figures 5, 6' and 7 of the drawings. In the present instance each device 73 comprises a vertical housing 74 formed with a compartment 75 in its lower end and a chamber- 76 in its upper end, the latter being closed'by a cap plate 77 bolted or otherwise fastened in place. Extending through the compartment 75 is a hollow rod 78 coaxial with the chamber 76 and having its upper end extending into the chamber and its lower end projectingthrough the bottom of the compartment 75.. the lower` end of said rod and closing such end is a shoe 79 that is equipped with' set screws 80 by which. it may be locked in position and through which a seal may be passed, The upper end of the rod 78 is in open communication with the chamberk 76 and is equipped with a piston head 81, while formed in the .side wall of the chamber 76 abovel the piston head is 'a port 82 that is connected by a branch pipe 83 with the train line air pipe 61, so that as long as the pressure is maintained in the'train line the piston head 81 and rod 7 8 will be held in lowered positions or normal positions, as in Figure A5. Fastened to the top wall ofthe compartment 75 is a contactor 84 that bears against the rod 78 and is connected in the car carried portion of the holding circuit as is present-ly de scribed, while encircling the rod 78 at the lower end of thecompartment 75 is -an insulating sleeve 85 that carries a currentcarrying ring 86. Bearing upon this-ring 86 at diametrically oppositezpoints'a-re contact lugs r87 formed on t-he upper ends of current carrying arms 88 fastened to and -insulated from the bottom of the compartment 75, as at 89.k

These arms 88 are connectedin a main circuit asl is more fully described hereinafterr The car carried mechanismalso -includes a reversing switcher directional switch, one illustration of which is shown in Figures 8, '9 and y10 ofthe drawings. This-reversing switch .is preferably, although `not `necessa- Detachably connected tov rily, connected to the reversing lever of the valve motion, and, 1n the present embodimentof my invention, includes an arm 90 fixed aty its lower end to the pivot bolt 91 of the valve motion reversing lever 92 and having its upper end offset outwardly from the lever 92 as at 93, so as to be spaced apart therefrom as shown in Figure 10 of the drawings. Bolted as at 94, or otherwise fastened to the upper end 93 of the arm 9U and insulated from such arm is a curved plate 95 struck on an arc having th-e pivot bolt 91 as its center, and fastened to the under side of the plate 95 is a strip of insulation 96. To the under side of the strip of insulation 96 is fastened ka continuous conductor .strip 97 and conductor strip sections 98 and 99, thelat-ter lying end to end and parallel with the 'strip 97 and having their adjacent ends insulated from each other. Fastened to the lever 92 at the side thereof confronting the arm 90 is a block 100 arranged below the conductor strips 97, 98 and 99. F ast-cned to the top of this block and insulated therefrom and from each other are contactors 101, one of strip 102. Thus, when the reversing lever 92 of the valve motion is in one position, the contactors 101 electrically connect the strips 97 and 99, while when the lever 92 is moved to revers-e position this connection is broken and a connection established between the strips 97 and 98.

In the practice of my invention I also employ speed governing mechanism, which, in the present example of my system, embraces a minimum speed governor and a maximum speed governor. In this instance the speed governing mechanism, which is shown in detail in Figures 11, 12, 13 and 14, comprises a sleeve like casting 103, formed of complementary sections bolted together around one of the axles of the locomotive or tender, as the casemay be, and provided with circular flanges 104,105, of substantially the same .diameterand a circular flange 106 of'a diameter greater than that of the flanges 104, 105. Bolted to the flanges 104 and 105 are pairs of disks 107, and 108, respectively,

that are insulated fromA the flanges and from the disks of each pair are also insulatare pairs of contact brushes 109 and 110 .that are carried by spring arms 111 suitably fastened to the car body or running gear, so that the brushes`v may `maintain y a rubbing contactwith the disks in the rotation of the latter incident to the revolutionof the axle -to `which the casting103 lis fixed. Pivoted -at one end to one face of the-disk 106 is a carried by the disk and bears against the lever, an adjustment 116 being provided so that the tension oit the, spring may be varied. This lever 112 carries a contact strip 117 that normally engages contacts 118 carried by the adjacent face ot the disk. A second lever 119 is also pivoted at one end to one tace oi the disk 106 at a point diametrically opposite the pivot point of the lever 112 and has its other end weighted, as at 120, so as to re spond to centrifugal torce. This lever 119 carries a bridging contact strip 121 thatv normally engages contacts 122 carried by the adjacent face of the disk and the lever is held normally against the action or" centrifugal torce by a spring 128 seated in a cup' 124 and equipped with tension adjusting means 125. The contacts 118 are electrically connected with the disks respectively of the pair 108, while the cont-acts 122 are likewise connected with the disks ot' the pair 107. The disks 107 and the lever 119 and associated parts constitute the high speed governor, while the disks 108 and lever 112 and associated parts form the low speed governor, the spring of the high speed governor' being oit heavier gauge and greater tension than that of the minimum speed governor. Thus, whenv the train or car is travelling below the minimum speed at which the low speed governor is set, the levers 112 and 119 of both governors are in normal posit-ions and the controlled circuits closed, while when the car is moving above the minimum speed but below the maximum, the low speed l governor opens its controlled circuit, incident to the lever112 swinging outwardly under the action ot centrifugal torce against the tension ot the spring 114. hen the speed ot' the car exceeds the maximum for which the high speed governor is set, then i the lever 112 swings outwardly against the action ot centrifugal torce and opens the controlled circuit at the contacts 112.

Having described the detail construction and to some extent. the operation ot the brake applying apparatus, the ramp rail controlled circuit making and breaking devices, the reversing switch or directional switch and the speed govering mechanism, l will now proceed to describe the circuit connections between these car carried elements and the necessary devices for controlling them, so that when a dangerous condition exists ahead of the moving train or car, the latter may be brought to a stop automatically, or the en-` gineer permitted to retain control ot his train` provided that the speed is below that at which the low speed governor is set to operate.

The electro-responsive device is con'-I nected in a main circuitthat is normally closed and includes a battery or other source ot electric energy 74 and a c-onductor 73 that extends trom one side ot' the battery 7 4 Vthrough an overload circuit breaker 7 5 and the ldevice 35; a conductor 140 that extendsV through a'switch 184 and an additional cont-actor on the overload circuit breaker 75 and is terminally connected to the other side of the battery 74. This switch 184 is, inthe present instance, connected to the plunger or core of a double coil solenoid 7 9', which solenoid includes alower coil 7 8 and an upper coil 128, the lower coil 78` being normally energized in a manner to be presently ydescribed; rThis lower coil 7 8 is connected in a circuit that includes the battery 7 4, a portion of the conductor 78 between the device 35 and the overload circuit breaker 75, a conductor 133, a switch 77 the coil 7 8 and a conductor 200 :that extends throughV the contacts of thehigh speed governor 80 and is terminally connected to branch wires 81', 82` that extend respectively through the contact arms 88 ot' the ramp rail controlled circuit making and breaking device 7 8. These branch conductors 81 and 82 are section 98 or 99 of the reversing switch!- and the current flows trom-one or the other ot the strips 98 and 99, depending upon which one is connected to the continuous strip 97, through a conductor 201 which is terminally connected to the conductor 140,1v as at 141, thence back to the other sider of" the battery 74. Thus, it will be seen that the lower coil 7 8 ot' the double coil solenoid 7 9, the excess speed governor 80, the active ramp rail controlled circuit making and breaking device and the reversing switch are connected in series with one another and in multiple with the main circuit, while the switch 77 is connected in series with the coil 78, thereby maintaining this multiple pathV closed aslong as the lower coil 78 is energized, and the trainvtravelling within the speed at which thev maximum speed governoil is set. The upper coil 128 of the doun ble Vcoil solenoid 79 has one terminal grounded, as at 129, while the other terminalis connected by way of aconductor 127 with branch conductors 126. These branch conductors-126 are connected .respectively with tliecontactors 84 of the ramp rail controlled .f

trackl rail constitute what I term a holding i andA restoring circuit. Thus, it will be seen that as long as one of these coils 7 8 or 128 is energized, the current may flow through the electro-,responsive device 85 in 'order to hold the brake applying mechanism against opthe device 35 energized so that 4the bra-ke applying apparatus will remain inactive and the engineerr have complete control vof his traiin As the trainl enters each block the ,the arms 88 incident to the rings 86 movY i shoe 79 rides upon the ramp rail vR and elevates the rod 78, the ramp rails having inclined upper edges for this purpose, and in theupward movement of the rod 78 the main circuit is broken at the contact lugs 87 on ing kout ot' engagement with the lugs. H0wever, ijf ythe cont-rolling block is clear, the current from 'the ramp battery will flow through the rampy to the shoe 79 and thence through the `.rod 78, the contacter 84, branch c-onductor 126, conductor 127 and coil 128 oi the 'relay' 79 back to the other side of the ramp battery through the ground 129 and rails, thereby holding the switch 134 closed so as to maintain the device 35 in normal condition. vOn the other hand, should the controlling block be occupied or a dangerous condition exist there, the ramp will be deenergized as previously described, and no currentl will flow through the holding circuit. Thus the train will be automatically stopped,v unless vthe train is travelling at a speed below that at which the low speed Y governor is set, in which event the engineer having read his signal` may proceed with caution below the minimum speed. This perrmissive movement ,of the train is brought about` through the Vfollowing` agencies: One contact 118 of the low speed governor is connected by means of a conductor 202 in the main circuit -between the reversing switch contact strip 97 and the battery 74 and the other contact 118 oi' said governor is connected to the main circuit by a conductor 2,03 between the device 35 and the switch 134. In this conductor 203 is a manually operable normally open switch 204 which is arranged above a hand reset button 130 that is normally held in its lowered position undei` the action ot gravity and with the assistance ot a spring. lVlien the hand reset button 130 ispressed upwardly bythe engineer, it engages the blade of the switch 204 and closes such switch, so that current may flow from onerside ofthe battery 74 thr-ough a portion oi the conductor 7 3, the electroresponsive device 35, the switch 204, conductor 203, lowrr speed governor contactor, conductor 202 and conductor 201, back to the other side of the battery by way ol the conductor 140assuming, of course, that the overload vcircuit breaker is innormal circuit closing position, as shown. Thus, the electro-responsive device 35 is maintained energized as longas the train is running below the minimum speed at which the minimum speedV governor is set, so that the engineer is is s'et, the pat-h for the current composed ot conductor 73 from one side `of the battery 712, conductor 133, switch 77, coil 78 and doublecoil solenoid connected in series with the switch 77', conductor 200, maximum speed governor contacts, the particular branch conductor 81, 82 that extends through the active ramp rail control, circuit making and breaking device 73 to the particular conductor strip section 98, 99 that is bridred to the conductor strip 97 ot the reve `:ing switch, conductor 201 and the couductor 140 ythat is connected to the other sitle of the battery 74, will 'be broken at the governor contacts 122, thereby deenergizing the lower coil 78 o't the double coil relay 79 with the effectto permit both switches 77 and 134 to drop to lower or open position, so that the main circuit through the switch 134 will be broken, thereby deenergiy'ing the electror-esponsive device 35, so that the brake applying 'mechanism will operate to bring about an application ot the brakes to slow down the speed of 'the train. When the speed ot the train is slowed down, within the limits oic the ma'nium speed governor, the circuit just described will be closed at the governor contacts 122, but will remain open at the switch 77 and thc main circuit will remain open at the switch 134, thus compelling the train to slow down below the speed ot the minin'nu'n speed governor. When the speed ot the train has been reduced within "the limits ot' the minin'luni speed governor, then the engineer may, by closing the switch 204, through the medium ot the button 130, establish a path for the current through the'device 35, thereby releasing the brakes so that the ltrain `may travel below the speed at which the :minimum speed governor is set until the particular ramp controlled circuit making and breaking device contacts with an energized ramp rail. The current under these conditions flows from ythe battery 74 through the conductor v73 and the device 35 therein, the

switch 204, conductor 203, the minimum speer goveriiorcontacts, conductor 202, conduct'or 201 and back to the other side of the battery 74byway ot the conductor 140 to which the conductor 201 is connected at 141. Then the active ramp controlled vcircuit making vand breaking device 73 engages the next active ramp rail R, then the holding irl() and restoring circuit is established, as previously described, and current flows through the coil 128 of the double coil solenoid 7 9, so as to restore the switches 77 and 1311 to normal or running posit-ion, thereby permitting the speed ot the train to be increased to normal.

The switch 201 is connected to the plunger or core of the solenoid 131, which is connected in series with a switch 132, the blade of the latter being also connected to the core or plunger of the solenoid 131. One contact of the switch 132 is tapped to the conductor 133, as at 205, while the other side of the winding of the solenoid 131 is connected to one of a pair of back contacts 20G for the blade of the switch 134,the other contact of the pair 206 being connected to the conductor 200 between the high speed governor contact and the coil 78. As previously described, the blade of the switch 13eL is coni nected to the plunger of the double coil solenoid 7S and'when both coils of the latter are deenergized, as hereinbefore set forth, then the drop plunger or core of such solenoid 79 engages the blade of the switch 1,341 with the contacts 206, so that the engineer after pressing the reset button 13() to close the switch 204, will, by the same act, close the switch 132, thereby establishing a flow of current through the solenoid 131,' such current liowine from the battery 7/1 Vthrough the conductor '13', conductor 133, switch 132, solenoid 131,1switch blade 134 across the contacts 206, conductor 200, high speed governor contacts, the arms 88 of the particular device 73, the directional switch, conductor 201 and back to the other side ofthe battery by way of the conductor 140. Thus, the engineer may release the reset button 130 after closing the switches 20e and 132, so that the 'flow of current through the device 35 will be maintained by the switch 201 as long as the train is travelling below the speed at which the low speed governor is set.

A danger signal 135 has one side connected to the conductor 133 and the other side connected to one of a pair of back contacts 137 of the blade of the switch 7 7, the other contact of the pair 137 being connected to the conductor 140. Thus, when both coils of the solenoid 79 are deenergized and the blades of the switches 77 and 13111 are `in lowered position, the engineer will be notified of the condition of the apparatus by the encrgization of the danger signal 135. 7o indicates a running signal, one side of which is connected to the conductor 133 and the other side to the conductor 140. rll`his ruiming signal 76 is likewise energized as long as the apparatus is in running condition, but as soon as the coils of the relay 79 are deenergized, the flow of current through the running signal 7 6 is broken, so that the running signal is extinguished at the time that the danger signal is energized.

By means of the reversing or directional switch, one or the other of the devices 73 at either side of the train or car may be placed in service, according to whether the locomotive is running front end first or rear end iirst, or whether the car or train is operating over a line oftrackway whereon trains are operated in both directions.

In the event that one of the rods 78 strikes an obstruction and breaks olf the train line brake pressure will escape to the atmosphere through the hollow rod, thereby setting the brakes, but as long as the rods 78 remain intact the air pressure acts upon the piston heads 81, so as to maintain the shoes 79 in good electrical contact with the ramp rails when passing over same and return said rods to normal position after leaving the ramps.

In the present instance, I have shown a coiled expansion spring 1112 surrounding each rod 78 of each ramp rail controlled circuit making and breaking'device 73. This spring 142 acts to normally urge the piston 81 upwardly and the purpose of this spring 4is to elevate the rods 78, thereby breaking the circuit through the coil 78 and through the solenoid 131, so as to prevent the flow of current through any path through the device 35, in the event that the engineer releases the air from the train pipe of his locomotivewhen in the round house and neglects to restore the air to the train line before attempting to run out of the round house.` Thus, by glancing at the shoes the engineer will be able to tell from the position thereof .whetherror not the air pressure has been restored in the train line brake pipe. Y

lWhile I have herein shown and described a preferred embodiment of my invention by way of illustration, I wish it to be understood that I do not limit or conline myself to the precise details of construction herein decribed and delineated, as modifications and variations may be made within the scope of the claims and without departing from the spirit of the invention.4

Having thus described the what is claimed as new, is i l. In automatic train stopping apparatus, brake applying apparatus, a normally energized electro-responsive device holding said brake applying apparatus normally against operation, a main circuit including said electro-responsive device and a source of electrical energy, a. switch in said circuit normally closed, a normally energized electro-responsive device holding said switch in normal position, circuit connectionsbetween said second named electro-responsive device and the source of energy, another electro-- responsive device connected' to said switch, a source of energy for said last named elecinvention,

' tro-responsivedevice, co-operating car carried and roadside elements operable under certain conditions of traiiieto break lthe circuit connections of the second' named electroresponsive device andestablish circuit connections between the third named electrolresponsive device and its source otenergy, and safety means associated wit-h each roadside element whereby the saine will be rendered inactive to influence the circuit oivsaid last* named electro-responsive device in the event of displacement'l of any one of said roadside elements.

2. In automatic train stopping and speed controlling apparatus, brale applying apparatus, a normally energized electro-responsive device holding said brake applying apy paratus'norn'ially against operation, a main circuit including said elect-ro-respr'msive device and a source of electric energy, a switch in said circuit normally closed, a--normally ei'ergized elcetro-responsive.y device holding? said switch in normal position,'circuit connections between said second-named electroresponsivedevice and the source ot energy,

another electro-responsive device connectedl to said switch, a source of energyfor said'lastnamed electro-'responsive device, co-operat-ing car-carried and roadside elements operable under certain conditions of traffic to break the circuit connections of the second-named electro-responsive.'device and establish 'circuit connection between the third-named electro-responsive device andits source of energy, safety means associated with each 'roadside element whereby the same will be rendered inactive to influence the circuit oi said last named electro-resp'onsiveV device in the event of displacement ot any one of said roadside elements, and speed-control means electrically connected with the thirdelectro responsive device for relieving said normally energized electro-responsive device for holding the brake applying apparatus normally against operation, of the influence of said cooperating car-carried and roadside means when the speed of a train exceeds a prede-y termined maximum whereby said brake applying apparatus may be rendered active independently of the condition of saidco-operating car-carried and roadsidev means.

In automatic train stopping and speed controlling apparatus, brale applying apparatus, a normally energized electro-responsive device holding said brake applying apparatus normally against operation', a main last-nanied electro-responsive device, co-opcrating car-carried and roadside elements operable under certain conditions of trailic to break the circuit connections of the secondnamed electro-responsive device and establish circuit connection between the thirdnamed electro-responsive device and its source of energy, safety means associated with each roadside element whereby the samcwill be rendered inactive to iniluence the circuit of said last named electro-responsive device Yin the event of displacement of any one of said roadside elements, speed control means connected to the third electro-responsive device for relieving said normally energized electro-responsive device for holding the brake applying apparatus normally against operation, of the iniuence ot' said cooperating car-carried and roadside means when the speed oi' a train exceeds a predetermined maximum whereby said brake applyingv apparatus may be rendered active independei'itly of the condition oii said carcarried and roadside means, and speed control means for relieving said normally-ener-y gized electro-responsive holding device, ot 'the inliuence of said car and roadside means when the speed oi the train is below a predetermined minimum, whereby said device may be maintained in normal position irrespectiveo' said car and roadside means.

Ll. In automatic train stopping and speed controlling apparatus, brake applying apparatus, a normally energized electro-responsive device holding said brake applying apparatus normally against operation, a main circuit including said electro-responsive device and a source of electric energy, a switch in said circuit normally closed, a normally energized electro-responsive device holding said switch in normal position, circuit connections between said secondnamed electro-reslionsive device and the source of energy, another electro-responsive device connected to said switch, a source of energy for said last-named elcetro-responsive device, co-operating car-carried and roadside eleinents operable-'under certain conditions ot tratlic to break the circuit connections of the second-named electro-responsive device and establish circuit connection between the third-nan'ied electro-responsive device and its source of energy, and speedcontrol means connected with the third electro-responsive device tor relieving said normally energizedl electro-responsive device for holding the brake applyingl apparatus normally against operation, of the influence of said cooperatingcar-carried and roadside means when the speed of a train exceeds a predetermined maximum whereby said brake applying apparatus may be rendered active independently of the condition of said cooperating car-carried and roadside means.

5. In automatic train stopping and speed controlling apparatus, brake applying apparatus, a normally energized electro-responsive device holding said brake applying apparatus normally against opera-tion, a main circuit including said electro-responsive device and a, source of electric energy, a switch in said circuit normally closed, a. normally energized electro-responsive device holding said switch in normal position, circuit connections between said second-named electro-responsive device and the source of energy, another electro-responsive device connected to said switch, a source of energy for said last-named electro-responsive device, co-operating car-carried and roadside elements operable under certain conditions of trailic to break the circuit connections ot the second-named electro-responsive device and establish circuit connection between the third-named electro-responsive device and its source of energy, speed control means connected with the third electro-responsive device for relieving said normally energized electro-responsive device for holding the brake applying apparatus normally against operation, of the influence of said cooperating car-carried and roadside means when the speed oic a train exceeds a predetermined maximum whereby said brake applying apparatus may be rendered active independently oi the condition of said cooperating car-carried and roadside means, and speed control means for relieving said normallyenergized electro-responsive holding device, of the influence of said car-carried and roadside means when the speed of the train is below a predetermined minimum, whereby said device may be maintained in normal position irrespective of said car and roadside means.

6. In automatic train stopping' and speed controlling apparatus, brake applying apparatus, a normally energized electrod'esponsive device holding said brake applying apparatus normally against operation, a main circuit including said electro-responsive device and a source of electric energy, a switch operable under certain conditions of trailic to break the circuit connections of the second-named electro-responsive device and establish circuit connection between the third-named electro-responsive device and its source of energy, a reversinof switch and electric connections complementary thereto included in the car-carried means, a manually operable normally-open switch and electric connections complementary thereto tor permissive movement of the train also included in the car-carried means, speed control means electrically connected with the third electro-responsive device for relieving said normally energized electro-responsive device for holding the brake applying apparatus no-rmally against operation, of the iniiuence o't' said cooperating car-carried and roadside means when thespeed ot' a train exceeds a predetermined maximum whereby said brake applying apparatus may be rendered active independently of the condition of said cooperating car-carried and roadside means, and speed control means for relieving said normally energized electroresponsive holding device, of the influence of said car-carried and roadside means when the speed of the train is below a predetermined minimum, whereby said device may be maintained in normal position irrespective of said car-carried and roadside means.

In testimony whereof I have hereunto set my hand.

WALTER A. BROVVNE. 

